Legend2TL

Minor pet peeve but the strut brace looks wimpy compared to the massive 2" steel tube one in the back of the engine bay on the 3G TL.

blacktsxwagon

The manual for the TLX confirms the hood struts are hydraulic. So certainly an upgrade over the TSX

SeismicGuy

I think he was talking about stabilizing chassis struts and not the hood lift struts. Although if the debate has gotten down comparing the appearance either of these pieces with previous models we've really hit bottom.

Rocketsfan

I only see 1 hood strut. DAMN YOU ACURA AND YOUR CHEAP WAYS!! EVEN MY 3G HAS 2 FLIPPIN' HOOD STRUTS!!!

Colin

Wouldn't that be an indication that the new chassis is stronger/stiffer without the need for additional gusseting? I believe our initial training suggested something like ~23% stiffer in torsional rigidity over 4G (which was stiffer than 3G).

dysonlu

Quick review on Forbes:

http://www.forbes.com/sites/kbrauer/...an-woes/print/

Will the All-New 2015 TLX Solve Acura's Sedan Woes?
Comment Now

My close friend, Greg, has spent the last 5 years complaining about Acura’s sedan offerings. He bought a new 2004 Acura TL a decade ago and loved it. His opinion wasn’t unique, as the 2004 TL was the best-selling model in Acura’s product line 10 years ago. But Acura’s ability to put a sedan at the top of its sales charts has slipped, along with the brand’s overall sales, since the mid-2000s. My friend, who hated Acura’s styling in recent years and had no interest in the current TL, was finally forced to make a decision when his 2004 model died last year on a road trip between Los Angeles and Chicago. After the dealership in Las Vegas told him the transmission was shot (the car had over 250,000 miles) he settled for a new TSX so he could complete his trip. But the TSX has left him cold, and he told me, “In a perfect world I’d find a 2004 TL with zero miles and in perfect preservation, so I could buy it and start on another 250,000 miles.” My friend Greg’s fixation with a 10-year-old model might sound like an enigma, but I met a another gentleman, Chris, during the New York auto show last spring who also owns and loves his 2004 TL. He told me he can’t find a new luxury sedan worthy of replacing it, and that includes the current TL.

Acura TLX 3.5-Liter Front

Acura hopes to change the minds of customers like Greg and Chris with the all-new 2015 TLX. Mike Accavitti, Senior Vice President and General Manager of Acura Division, knows the brand needs to up its sedan game. While strong demand for the new Acura MDX and RDX crossovers has helped the automaker maintain its overall volume, sales of the RLX, TL and TSX sedans continue to struggle. After acknowledging the success of Acura’s crossovers, Accavitti told reports during the TLX press launch, “We’re turning our attention and our efforts to the sedan side of our business.” He also boasted that 40,000 online requests for information (or “hand raisers) have been received for the new TLX, which is more than any previous new product launch and double the number of inquiries received during last year’s successful MDX launch. This is good, because after nearly a decade of sedan duds Acura desperately needs the TLX to succeed. At Kelley Blue Book we’ve watched cross-shopping between sedans and crossovers increase over the past year, suggesting the average midsize luxury sedan faces more competition than ever before, from both within and outside its traditional competitive set.

Acura TLX Model Line

In a move that streamlines Acura’s sedan offering (and undoubtedly reflects increasing pressure from parent Honda to streamline costs at Acura…), the TLX will replace the current TL and the discontinued TSX. Acura representatives told us the current TL was too large to be a fully competitive midsize sports sedan, while the TSX didn’t have the performance or refinement needed for the segment. The 2015 TLX will straddle these outgoing models. It will feature a lower roof (by .5 inch) and smaller front and rear overhangs (making it 4 inches shorter overall) compared to the 2014 TL, yet it will offer two updated VTEC engines, two new transmissions and Acura’s next generation of advanced handling aids. This represents a level of technology the entry-level TSX never approached. According to Accavitti, Acura “…brought more new powertrain technology to bare than on any Acura model ever” when engineering the TLX. The new sedan will also benefit from the largest marketing effort Acura has ever invested in a new model. Clearly the expectations for — and pressures on — the 2015 TLX are not to be discounted. Will it deliver?

Acura TLX Interior

After spending nearly 300 miles in Acura’s new TLX I can confirm it’s extremely capable and highly refined. Acura did the usual body stiffening that happens during every vehicle redesign, but it also added a new sound deadening twist by sealing the body with acoustic spray foam in 10 specific areas. The result is the one of the quietest sedans I’ve experienced at highway speeds. The lower, smaller exterior, with a 15 percent reduction in aerodynamic drag, likely added to the reduced wind noise. Did shrinking the body shell reduce interior space? Not according to TLX Project Leader Mat Hargett, who told us functional interior space was not impacted, a statement backed up by our own front and rear seat tests for head and legroom. While interior space hasn’t been compromised, the new TLX continues Acura’s tradition of a dual-screen control interface and wide array of cabin materials that gives the interior a somewhat busy demeanor. It shouldn’t be a deal-killer for potential buyers, but a simpler approach with a shallower learning curve would be appreciated. Conversely, the 2015 TLX’s exterior presents a straightforward design, with standard front and rear LED lighting that’s new this year. It’s a return to the cleaner, simpler look of years past, and one that should appeal to fans of that much-acclaimed 2004-2008 TL.

Acura TLX 2.4-Liter

Of course the primary focus of the new TLX centers on technology, which has been an Acura tradition since the brand debuted in 1986. The acronyms were flying fast and furious during the car’s technical presentation, but the biggest news comes in the form of two new drivetrains and updated versions of Acura’s Precision All-Wheel-Steer (P-AWS) and Super Handling All-Wheel-Drive (SH-AWD). Both the smaller 2.4-liter 4-cylinder engine and the 3.5-liter V6 get direct injection, bumping horsepower, torque and fuel efficiency. The 2.4-liter also uses a dual stage intake manifold for a wider torque band, with peak horsepower now at 206 hp and peak torque at 182 pound-feet. Connected to a new 8-speed, dual-clutch transmission, this base drivetrain provided a superb combination of performance and refinement in a lightweight package (the 2.4-liter only comes with front-wheel drive). Acura’s Precision All-Wheel Steer and Agile Handling Assist make the 4-cylinder TLX as entertaining on a twisty road as anything sold by its German rivals. It’s also quite fuel efficient, earning 24 city, 35 highway and 28 combined mpg. At a starting price of $31,890 (including destination charge) this seems like the best value, though you can upgrade the base model with a Technology Package (navigation system, Elliot Scheiner 490-watt audio system, HD radio, dual-zone climate control, rear camera, etc.) for another $4,000.

Acura TLX 3.5-Liter Driving

The 3.5-liter V6 in the TLX delivers 290 horsepower and 267 pound-feet of torque. It’s connected to a new 9-speed automatic that earns either 21 city, 34 highway and 25 combined mpg in front-wheel-drive form or 21 city, 31 highway, 25 combined when connected to Acura’s Super Handling All-Wheel-Drive. We drove both versions and enjoyed the extra power over the four-cylinder, but probably not enough to spend $36,115 for the base V6 model or $42,345 for the V6 with all-wheel drive. The all-wheel-drive technology is particularly impressive, as it can send power to an individual wheel based on steering input. This gives the TLX an almost hyperactive personality when driven aggressively through tight corners. It’s a sensation owners will likely adapt to and enjoy over time, yet we found the car’s rapid yaw rate almost disconcerting at times. Admittedly, this was when we’d placed the TLX’s Integrated Dynamics System (or IDS — more acronyms!) in its most aggressive Sport+ mode. Using the IDS’ default setting reduces the SH-AWD yaw rate to a more subtle level.

Acura TLX 2.4-Liter Blue

There’s no denying the 2015 Acura TLX’s technical pedigree, but are all these acronyms enough to redirect buyers of simpler (and more successful) models like the Audi A4, BMW 3 Series and Mercedes-Benz C-Class? Maybe, but at this point Acura should be thrilled to just win back buyers like Greg and Chris — brand loyalists waiting for a luxury sedan worthy of replacing their 10-year-old TLs. The 2015 Acura TLX, with its combination of refinement, performance, technology and styling, should finally accomplish this.

dysonlu

Quick review on Forbes:

http://www.forbes.com/sites/kbrauer/...an-woes/print/

Will the All-New 2015 TLX Solve Acura's Sedan Woes?
Comment Now

My close friend, Greg, has spent the last 5 years complaining about Acura’s sedan offerings. He bought a new 2004 Acura TL a decade ago and loved it. His opinion wasn’t unique, as the 2004 TL was the best-selling model in Acura’s product line 10 years ago. But Acura’s ability to put a sedan at the top of its sales charts has slipped, along with the brand’s overall sales, since the mid-2000s. My friend, who hated Acura’s styling in recent years and had no interest in the current TL, was finally forced to make a decision when his 2004 model died last year on a road trip between Los Angeles and Chicago. After the dealership in Las Vegas told him the transmission was shot (the car had over 250,000 miles) he settled for a new TSX so he could complete his trip. But the TSX has left him cold, and he told me, “In a perfect world I’d find a 2004 TL with zero miles and in perfect preservation, so I could buy it and start on another 250,000 miles.” My friend Greg’s fixation with a 10-year-old model might sound like an enigma, but I met a another gentleman, Chris, during the New York auto show last spring who also owns and loves his 2004 TL. He told me he can’t find a new luxury sedan worthy of replacing it, and that includes the current TL.

Acura TLX 3.5-Liter Front

Acura hopes to change the minds of customers like Greg and Chris with the all-new 2015 TLX. Mike Accavitti, Senior Vice President and General Manager of Acura Division, knows the brand needs to up its sedan game. While strong demand for the new Acura MDX and RDX crossovers has helped the automaker maintain its overall volume, sales of the RLX, TL and TSX sedans continue to struggle. After acknowledging the success of Acura’s crossovers, Accavitti told reports during the TLX press launch, “We’re turning our attention and our efforts to the sedan side of our business.” He also boasted that 40,000 online requests for information (or “hand raisers) have been received for the new TLX, which is more than any previous new product launch and double the number of inquiries received during last year’s successful MDX launch. This is good, because after nearly a decade of sedan duds Acura desperately needs the TLX to succeed. At Kelley Blue Book we’ve watched cross-shopping between sedans and crossovers increase over the past year, suggesting the average midsize luxury sedan faces more competition than ever before, from both within and outside its traditional competitive set.

Acura TLX Model Line

In a move that streamlines Acura’s sedan offering (and undoubtedly reflects increasing pressure from parent Honda to streamline costs at Acura…), the TLX will replace the current TL and the discontinued TSX. Acura representatives told us the current TL was too large to be a fully competitive midsize sports sedan, while the TSX didn’t have the performance or refinement needed for the segment. The 2015 TLX will straddle these outgoing models. It will feature a lower roof (by .5 inch) and smaller front and rear overhangs (making it 4 inches shorter overall) compared to the 2014 TL, yet it will offer two updated VTEC engines, two new transmissions and Acura’s next generation of advanced handling aids. This represents a level of technology the entry-level TSX never approached. According to Accavitti, Acura “…brought more new powertrain technology to bare than on any Acura model ever” when engineering the TLX. The new sedan will also benefit from the largest marketing effort Acura has ever invested in a new model. Clearly the expectations for — and pressures on — the 2015 TLX are not to be discounted. Will it deliver?

Acura TLX Interior

After spending nearly 300 miles in Acura’s new TLX I can confirm it’s extremely capable and highly refined. Acura did the usual body stiffening that happens during every vehicle redesign, but it also added a new sound deadening twist by sealing the body with acoustic spray foam in 10 specific areas. The result is the one of the quietest sedans I’ve experienced at highway speeds. The lower, smaller exterior, with a 15 percent reduction in aerodynamic drag, likely added to the reduced wind noise. Did shrinking the body shell reduce interior space? Not according to TLX Project Leader Mat Hargett, who told us functional interior space was not impacted, a statement backed up by our own front and rear seat tests for head and legroom. While interior space hasn’t been compromised, the new TLX continues Acura’s tradition of a dual-screen control interface and wide array of cabin materials that gives the interior a somewhat busy demeanor. It shouldn’t be a deal-killer for potential buyers, but a simpler approach with a shallower learning curve would be appreciated. Conversely, the 2015 TLX’s exterior presents a straightforward design, with standard front and rear LED lighting that’s new this year. It’s a return to the cleaner, simpler look of years past, and one that should appeal to fans of that much-acclaimed 2004-2008 TL.

Acura TLX 2.4-Liter

Of course the primary focus of the new TLX centers on technology, which has been an Acura tradition since the brand debuted in 1986. The acronyms were flying fast and furious during the car’s technical presentation, but the biggest news comes in the form of two new drivetrains and updated versions of Acura’s Precision All-Wheel-Steer (P-AWS) and Super Handling All-Wheel-Drive (SH-AWD). Both the smaller 2.4-liter 4-cylinder engine and the 3.5-liter V6 get direct injection, bumping horsepower, torque and fuel efficiency. The 2.4-liter also uses a dual stage intake manifold for a wider torque band, with peak horsepower now at 206 hp and peak torque at 182 pound-feet. Connected to a new 8-speed, dual-clutch transmission, this base drivetrain provided a superb combination of performance and refinement in a lightweight package (the 2.4-liter only comes with front-wheel drive). Acura’s Precision All-Wheel Steer and Agile Handling Assist make the 4-cylinder TLX as entertaining on a twisty road as anything sold by its German rivals. It’s also quite fuel efficient, earning 24 city, 35 highway and 28 combined mpg. At a starting price of $31,890 (including destination charge) this seems like the best value, though you can upgrade the base model with a Technology Package (navigation system, Elliot Scheiner 490-watt audio system, HD radio, dual-zone climate control, rear camera, etc.) for another $4,000.

Acura TLX 3.5-Liter Driving

The 3.5-liter V6 in the TLX delivers 290 horsepower and 267 pound-feet of torque. It’s connected to a new 9-speed automatic that earns either 21 city, 34 highway and 25 combined mpg in front-wheel-drive form or 21 city, 31 highway, 25 combined when connected to Acura’s Super Handling All-Wheel-Drive. We drove both versions and enjoyed the extra power over the four-cylinder, but probably not enough to spend $36,115 for the base V6 model or $42,345 for the V6 with all-wheel drive. The all-wheel-drive technology is particularly impressive, as it can send power to an individual wheel based on steering input. This gives the TLX an almost hyperactive personality when driven aggressively through tight corners. It’s a sensation owners will likely adapt to and enjoy over time, yet we found the car’s rapid yaw rate almost disconcerting at times. Admittedly, this was when we’d placed the TLX’s Integrated Dynamics System (or IDS — more acronyms!) in its most aggressive Sport+ mode. Using the IDS’ default setting reduces the SH-AWD yaw rate to a more subtle level.

Acura TLX 2.4-Liter Blue

There’s no denying the 2015 Acura TLX’s technical pedigree, but are all these acronyms enough to redirect buyers of simpler (and more successful) models like the Audi A4, BMW 3 Series and Mercedes-Benz C-Class? Maybe, but at this point Acura should be thrilled to just win back buyers like Greg and Chris — brand loyalists waiting for a luxury sedan worthy of replacing their 10-year-old TLs. The 2015 Acura TLX, with its combination of refinement, performance, technology and styling, should finally accomplish this.

liquidh2o

Car And Driver 2015 Acura TLX First Drive Review: With clever engineering and right-size packaging, the fun-to-drive TLX just might signal a revival at Acura.



Autoguide 2015 Acura TLX Review: Can the TLX Really Replace Two Cars?






ExtremeTech 2015 Acura TLX review: Tech, refinement puts the new TLX within striking distance of the 3 Series

blacktsxwagon

Edmunds review: http://www.edmunds.com/acura/tlx/2015/road-test.html

Quick Summary
The 2015 Acura TLX slots in between the current TSX and the TL in terms of size, and will replace both models in the Japanese luxury maker's lineup. Acura models have historically leaned toward the sporty side of things, and that does not change with the new TLX. With a firm ride and thrilling engine notes, the TLX is one of Acura's most fun-to-drive sedans to date.
What Is It?
The 2015 Acura TLX is an all-new midsize luxury sport sedan that's available with front- or all-wheel drive. The TLX replaces both the smaller TSX and the larger TL in Acura's lineup. In terms of interior space, the TLX has the same wheelbase as the outgoing TL, but thanks to shorter front and rear overhangs the TLX is 3.7 inches shorter overall. It's also 1 inch narrower, with a 0.2-inch-lower roof height than the outgoing TL.

Two engines are available, both considered "new" by Acura due to the addition of direct fuel injection. The 2.4-liter four-cylinder also gets a higher compression ratio, a new dual-stage intake system and reduced friction and weight. It's now rated at 206 horsepower and 182 pound-feet of torque and is paired with an eight-speed dual-clutch transmission with a torque converter, the world's first of its kind in a production vehicle, according to Acura. Acura says this combo makes the TLX 1.5 seconds quicker to 60 mph than the outgoing TSX, with just a 5-hp increase.

The 3.5-liter V6 gets the aforementioned direct injection along with a cylinder deactivation system to improve fuel mileage. It's rated at 290 hp and 267 lb-ft of torque and comes with a nine-speed automatic transmission. Both transmissions come standard with steering-wheel-mounted paddle shifters, which are helpful for enthusiasts who prefer to shift for themselves or for engaging engine braking on downhill sections.

All-wheel drive is available only with the V6. Acura claims the front-drive model will get to 60 mph 0.5 second quicker than the TL.

What Body Styles and Trim Levels Does It Come in?
The 2015 Acura TLX is a four-door sedan only and comes in three distinct flavors: a front-wheel-drive four-cylinder, a front-wheel-drive V6 and an all-wheel-drive V6.

Pricing for the four-cylinder model begins at $31,890 while the base V6 starts at $36,115. These cars come with heated front seats (driver's 10-way power-adjustable), a rearview camera, cruise control, sunroof, a 355-watt seven-speaker audio system, a USB port and aux-in jack and split-folding rear seats. The Technology package increases the price to $35,920 for the four-cylinder and to $40,145 for the V6. Tech brings navigation, a 490-watt Acura/ELS audio system with 10 speakers, forward collision warning, lane-keeping assist, lane departure warning, a blind-spot monitor and leather seats. All-wheel-drive cars come with the Tech package starting at $42,345.

The Advance package (not available on the four-cylinder) has all of the above plus a collision mitigation braking system, road departure mitigation, adaptive cruise control and ventilated front seats. The front-drive V6 with Advance costs $43,395, while the SH-AWD Advance costs $45,595.

The V6 is further distinguished from the four-cylinder due to its electronic push-button gear selector, while the SH-AWD model comes standard with automatic stop-start technology, which shuts off the engine at stoplights to save fuel.
How Does It Drive?
The 2015 Acura TLX does a nice job blending sport sedan prowess with everyday usability and comfort. Unlike the TL, which felt large and heavy for the class, the TLX feels "right-sized." Much like the BMW 3 Series, the TLX delivers a firm and controlled ride that still remains supple. Big bumps are absorbed easily, but smaller, more consistent ones will upset the cabin slightly. Although it's on the stiffer side for the class, it's far from objectionable.

A key element to the car's dynamic driving characteristics is reduced weight. The TLX four-cylinder model is only 13 pounds heavier than the smaller TSX four-cylinder, while the six-cylinder TLX is 141 pounds lighter than a similarly equipped TL.

Acura's standard IDS (Integrated Dynamic System) lets you adjust steering effort, transmission and throttle mapping. We preferred the heavier effort and more responsive nature of the steering in Sport and Sport Plus versus Econ/Normal, as the latter felt overly light and less crisp. Although steering feel is decent, it doesn't have the precision of a 3 Series or even an Audi A4.

The four-cylinder model doesn't suffer the low-speed lurching or hesitancy that often plagues cars with dual-clutch transmissions, yet it still gives you the benefits of quick shifts and good fuel economy. Not that it's perfect. With its desire to get into 8th gear as often as possible for better fuel economy, we found it a bit "shifty" on a rural two-lane when cruising at about 55 mph, especially any time you give it a slight dab of throttle. It also ends up "lugging" the engine at times at low revs, which brings some vibration into the cabin.

Is It Worth Stepping Up to the V6 Model?
If you like having power to spare, you'll definitely want to step up to one of the two V6 models. Even with the added weight of the V6, handling remains sporty, composed and reasonably precise. The all-season tires don't afford the TLX tons of grip, so its limits are a bit on the low side for a sport sedan.

The new nine-speed automatic transmission that comes with the V6 engine works well and, despite all the gears in play, does a good job of using the engine's ample power instead of constantly shifting up and down. The shifts themselves aren't as quick as the eight-speed's, so when you manually downshift, the throttle blips aren't as crisp.

All TLX models use brakes with sliding calipers front and rear. Acura says it has improved the car's stopping ability, but we found the pedal to be a bit spongy and overall the braking power didn't impress us. On the plus side, the brakes are easy to modulate so you can bring the car to a lurch-free stop without much effort.
How Does It Rate in Terms of Interior Comfort?
The front seats in the TLX have thick yet soft padding, decent lateral support and supple leather (leatherette on base cars, which we didn't get to sample). The driver seat has 10-way power adjustment in both the four-cylinder and V6 models. The four-cylinder gets four-way power adjustment for the passenger seat, while the V6 gets eight-way adjustability. Heated front seats come standard across the board and the V6 models come with seat ventilation as part of the Advance package.

The rear seat is quite plush, too, with a comfortable seatback rake. The middle seat, as usual, is hard and perched quite high. Rear-seat headroom is surprisingly tight, though legroom is good. Front headroom and elbow room are decent, so the two front occupants won't feel cramped in this car at all.

The TLX is a step up in terms of materials versus the TSX and TL, but there's still some cost-cutting evident. Some of the trim pieces look cheap, and feel as such when you tap on them with your finger. But there's considerably more soft-touch material throughout the cabin, and although we still find Acura's infotainment/climate control touchscreen tedious (it forces a minimum of two presses for certain functions that should take just one), overall this is a higher-level cabin than before.

Front door pockets are reasonably sized, pretty deep and include bottle holders. The center console cupholders have useful anti-tip tabs to hold drinks in place. The center armrest bin is larger than in the old TL, while the glovebox is a two-tier setup.

Lots of noise-cancelling measures have been put in place in the new TLX, including a significantly more sealed body and the use of acoustic spray foam in 10 different spots. They must work, as the cabin remained nice and hushed, making for easy conversation. Wind noise was never an issue, and the engines are nearly imperceptible at highway speeds. They don't cause a ruckus at full throttle, either.
How Safe Is It?
Official crash test data for the 2015 Acura TLX has yet to be released by the government or the IIHS, but Acura says its internal testing shows the car should receive a five-star rating from NHTSA as well as an IIHS "Top Safety Pick" rating, including the highest rating of "Good" in the tough new Small Overlap Frontal Crash test.

A rearview camera comes standard on all TLX models. The Technology package adds a forward collision warning system, blind-spot warning, lane departure warning and lane-keeping assist. Ordering the Advance package will get you the above, plus a collision mitigation braking system that will take action to slow the car if the driver does not, adaptive cruise control and a road departure mitigation system, which by reading lane markings and roadside shapes can determine if the car is going off the road. If it believes it is and the driver does not react, the system will apply steering and brakes on its own in an attempt to keep the TLX from crashing.

What Kind of Mileage Does It Deliver?
The EPA has yet to publish official fuel-mileage ratings for the 2015 TLX, but Acura predicts the 2.4-liter four-cylinder with the eight-speed dual-clutch transmission will deliver 28 mpg in combined driving (24 city/35 highway). The highway mileage is a 4-mpg gain over the TSX.

The 3.5-liter V6 model combined with front-wheel drive and the nine-speed automatic should deliver 25 mpg combined (21 city/34 highway), which is a 2-mpg improvement in combined mileage and 5 mpg on the highway versus the TL. The SH-AWD V6 model with the nine-speed automatic and standard stop-start technology should return 25 mpg combined (21 city/31 highway). That's a 4-mpg gain in city mileage and 5 on the highway versus the TL SH-AWD.

What Are Its Closest Competitors?
The TLX slots in between the previous TSX and TL in size. As with its competitors, the TLX places a strong emphasis on performance and driving enthusiasm, without sacrificing much in the way of occupant comfort.

The BMW 3 Series is the benchmark in the entry-level luxury/sport sedan category, as it has been for many years. If sporty driving characteristics are at the top of your list of "wants," this remains the most rewarding of this group to drive. The 3 Series is available in both rear- and all-wheel-drive models, and you have a choice of two turbocharged four-cylinders, a turbo-6 and a turbodiesel, as well as a hybrid.

The Audi A4 continues to creep up on the BMW's competence, delivering handling that's nearly as good, if lacking some of the BMW's driver feedback. The Audi gets points for its high-quality interior and stylish exterior design, as well as its super-smooth turbocharged four-cylinder. Like the TLX, the A4 comes in either front- or all-wheel-drive models, but unlike most competitors the A4 has just a single engine choice.

Like the TLX, the Lexus IS forgoes turbos, but unlike the Acura it uses a small V6 as its base model instead of a four-cylinder. There is, of course, a larger V6 as well. While the 3.5-liter V6 provides ample speed, the slow-revving 2.5-liter is underwhelming. Strong points include upscale interior materials and flashy styling, although its driving dynamics don't quite back up the latter. The infotainment system is a bit finicky.

The Mercedes-Benz C-Class does a good job mixing sporty driving dynamics with a pleasing ride quality. This car is extremely solid and well-constructed, if not as all-out exciting as the BMW or Audi. Like the BMW, it comes standard with rear-wheel drive, with all-wheel drive optional. Besides the car's relatively high price, the Mercedes' interior, in particular the rear seat and trunk, is smaller than most rivals.

Why Should You Consider This Car?
It deftly balances enthusiast-oriented driving dynamics and everyday comfort with a high-level/tech-savvy interior. It also delivers excellent fuel mileage with either engine and a strong value proposition given its price.

Why Should You Think Twice About This Car?
The TLX attempts to combine performance, comfort and efficiency into one cohesive package. It does that quite well, but isn't class-leading in any of those areas. If you want the best of one category, some of its competitors are more tightly focused.

neuronbob

^^^^^
These reviews indicate that Acura is channeling as much 3G TL as possible here. If only this had been the 4G TL.

Prediction: Acura won't be able to keep these in stock for some time. They are going to be selling these like hotcakes.

And good on them!

Now please fix the RLX, pretty please?

Stew4HD

^ Thanks Blacktsxwagon.

Very favorable review. They don't try to make the car something it's not. It makes me more eager to sit in one and test drive it.


Hurry up Sterling Mccall!! Get some TLX's in here!!

Stew4HD

And to think another poster on another page predicts that they will sell no more than 10! /endsarc

TSX69

2015 Acura TLX 1st Drive:
The Subtle Sports Sedan

Acura has something to prove with the new 2015 TLX. Honda’s top-drawer division credits itself with having co-created the midsize luxury sedan segment with the original TL, though it’s now 1 of the most competitive and the big German brands like Mercedes-Benz and BMW have weighed in with their own take on the category, Meanwhile rivals like Lexus have been joined by upstart budget alternatives from Hyundai and others, leaving Acura’s TL and TSX looking tired. Can the new TLX set Acura back on the right track?

Design

There’s that beak again. Acura’s corporate nose is the most divisive aspect of an otherwise clean if fairly sober design, and like many cars-with-creases the TLX works better in person rather than in photos.

The new TLX serves double-duty in Acura’s range, replacing not only the TL but the TSX too. Overall, things are tauter and sleeker than before: the TLX has shorter overhangs and a 1/2-inch lower roofline, while maintaining the wheelbase so as not to cut down on interior space.

To my eyes it works best viewed either from the front or the rear, where the arching curve that starts over the rear wheel sweeps down with a second groove on the front doors and then dipping to a point under the car’s snout. There’s a little Mazda 6 in the rear 3-quarters, though Mazda’s sedan is a handsome 1 and so that’s no bad thing. From the side, though, the TLX feels somewhat anonymous.

It’s the detailing that brings the TLX to life. Acura has shown admirable restraint with the chrome, saving it for the grille surround and some sharp whiskers underneath, but LED headlamps - for daylight-running lamps, high-, and low-beams - are standard and look great, matching the LED fog lamps included in higher-spec packages. The fuel-filler hatch is now capless, and the side mirrors are thankfully not the stubby, squared-off little nubs of the TL.

At the rear, there’s some nice detailing to the trunk lid, and Acura has used a 3D light-pipe for the daylight running lamps, with LEDs that curve around from the edges and across the tops of the clusters in a continuous arc.

It’s also well put together. Panel gaps are minimal, and while the underpinnings are shared with the latest Accord - Honda calls it the Global Mid-Size Platform - only the floorpan is the same. From that point up, Acura does its own thing, with lashings of high-strength steel - it’s 60-percent high-strength materials in total - for 21-percent greater torsional stiffness, and on average 25-percent greater mount rigidity.

More importantly, the body has been sealed for better sound insulation, with Acura quoting 50-percent less body leakage thanks to injecting acoustic foam in ten spots around the upper and lower pillars, triple door seals, and acoustic barrier panels installed. Acura’s engineers even opted to fill in the little holes left over by the manufacturing process in the name of keeping the noise down. You may not see all these efforts, but they’re what help elevate the TLX over a mainstream Accord.

Engine and Performance

Acura is keeping it simple with the 2015 TLX, with just 3 models sharing 2 engines in total, and just 2 different add-on packages to spec things up. Entry level is a new 2.4-liter DI VTEC engine good for 206 HP and 182 lb-ft of torque (5more horsepower than the old TSX, and 5-percent more torque, for those keeping count). It’s paired with an 8-speed dual-clutch transmission with a torque convertor, with Acura claiming the latter helps dampen out vibration and jerkiness.

The company also says it shifts a 3rd faster than the old 5-speed auto, while the gearings are lower to keep things feeling sportier, and the torque band is flatter and wider for more usable power. 0-60 has been trimmed by 1.5 seconds, Acura claims, while the 24/35/28 mpg EPA ratings (city/highway/combined) are up 2 points in city driving and 4 in highway driving.

Acura’s 2nd engine is an exclusive 3.5-liter V6, with 290 HP and 267 lb-ft or torque: up 10 HP and 12-percent, respectively, versus the old TL. The 6 cylinder engine also has an environmentally-friendly party trick, able to shut off half when in Eco mode to boost economy; as it is, it’s rated at 21/34/25 mpg at its best, up 1 point in the city and 5 on the highway. In fact, Acura claims its V6 is as efficient as some competitors’ 4-cylinder turbo powertrains.

The V6 gets a new 9-speed automatic transmission developed with ZF, 3 more gears than the old car. As with the 8-speed, the gearing has been fettled for performance, with a claimed 25-percent speed boost in shift time, and 5x more responsive paddles behind the wheel.

Both FWD and AWD options are on the table. Acura has an all-new Precision All-Wheel-Steer (P-AWS) system for the FWD 2015 TLX, which can be paired with either engine. At low to mid speeds, the front wheels move out of phase with the rears, tightening up the turning circle, while at high speed the wheels instead move in phase to prevent the car from rotating. Hit the brakes, and the wheels toe-in for improved stability.

In-between P-AWS and the standard Vehicle Stability Assist there’s a new Agile Handling Assist (AHA) system, which delays slamming on the brakes if you start losing traction by instead individually triggering the anti-lock brakes on either of the rear wheels. That way, the time between you turning the wheel and the TLX rotating is cut, hopefully giving you a chance to stick to the corner.

As for the AWD, that’s only available on the top-spec V6 TLX, and is dubbed Super-Handling All-Wheel Drive (SH-AWD). It’s not the first time we’ve seen that acronym on an Acura, but it’s an all-new version of the system that’s lighter and more efficient.

The engineers dumped the separate lubrication pump and switched to an integrated pump with a single overall motor, trimming weight by a quarter and allowing the electromagnetic actuator and planetary gear to be ditched in the process. It’s supposed to be smoother, too, with the same Active Mounts that handle switching between 3- and 6-cylinder modes taking on automatic idle stop as well.

Finally, there’s the IDS - Integrated Dynamic System - button down by the gear selector. That’s responsible for switching the TLX between Normal, Eco, Sport, and new Sport+ modes. Of the 4, Sport+ is the most closely related to the TLX’s positioning as a sports sedan, ignoring the top 2 gears and holding the car in lower gears for longer for more enthusiastic performance. It also rev-matches downshifts, which Acura says makes for better driving when you get into hard turns and approach stoplights.

I started out in the top-spec TLX 3.5-liter V6 SH-AWD, with high hopes from all the acronyms. It’s certainly a poised car, with predictable understeer filtering in as you push it further in the corners, though even in Sport mode it wasn’t as entirely eager to jump down a gear as I’d expected for a sporting model. Planting my foot at around 35 mph for that all-important highway surge and there was a noticeable second or so of lag before the 9-speed caught on and dropped a few ratios.

Results with the paddles were better, overcoming the TLX’s occasional tendency to get confused with which gear it thought would be best. The AWD system is subtle, particularly when coupled with the electric power-assistance of the steering, which felt a little detached at times, but the combined efforts of the various stability controls leaves the TLX forgiving even if you throw yourself into a corner with a little too much momentum. Happily the brakes are impressive in their hauling power, and stayed reassuringly effective even after some spirited backroad driving.

Things started to fray somewhat in Sport+ mode, however. Acura’s goal is a more aggressive drive, with changes to the steering feel, throttle response, and how the SH-AWD operates, but it’s the changes to the transmission shift logic which feel out of character.

The eagerness to keep the gearbox perky translates to a stubborn refusal to step up a gear, often leaving you traveling at highway speeds at 4,500-5,000 rpm. Meanwhile, the throttle blips on downshifts feel artificial and forced, not to mention introducing a jerkiness which is out of character for the V6.

Thankfully, before I started to question Acura’s whole thinking, I switched into the 2.4-liter P-AWS car. It may be down on power in comparison to the V6, but it feels more decisive and straightforward; the gearbox is cleaner in choosing between its 8 ratios, and while Sport+ mode still feels frenetic at times, it’s less jarring than in the more powerful car.

For the most part the P-AWS system felt more nimble than the SH-AWD, and I needed to push hard in corners before I suspected I was missing the traction of the more expensive system. Admittedly, when driven side-by-side with its BMW 3-Series counterpart, the German’s greater steering feel was noticeable, but the TLX gives you paddles and a reassuring sure-footedness that flatters its driver.

It’s worth mentioning that Sport+ might be in no small part down to personal taste, too. Some of the other drivers I spoke to found it far more rewarding, with the lower-gear clinginess a boon not a hassle. Unlike the other 3 IDS modes, Sport+ isn’t persistent when you restart the car - Acura says that’s because it has an impact on fuel economy it doesn’t want owners to overlook - so you get to make the choice each time you climb behind the wheel as to whether it complements your upcoming drive.

Interior

Acura hasn’t looked too far afield for its inspiration on the TLX’s dashboard, and the aesthetic of the latest RLX shows strong. Gone is the measly LCD strip bisecting the center console, with 2 full displays - the lower of which is a touchscreen - used for navigation, infotainment, and environmental controls.

The seats are meaty around the shoulders and supportive, while only the plastic wood on the dashboard sounds a dud note: the rest of it is a sturdy, sensible expanse of soft-touch textured plastic and faux-aluminum. Thankfully the button explosion of the TL has been replaced with a more restrained cluster of physical controls.

In the rear, there’s the TL’s legroom and a 60/40 split for expanding the trunk. That’s relatively deep, though the trunk lid itself leaves it a little narrow. A capacious bin underneath the wide center armrest up front is joined by an equally roomy glove compartment, which has a removable plastic shelf that can be used to optionally partition the space.

Leatherette seating comes as standard on the base $30,995 TLX 2.4L; if you want proper leather, it’s available with the Technology package or the Advance package. Adding the former to the 2.4L car takes the price to $35,025; the base 3.4L TXL is just a little more, at $35,220, and then $39,250 and $42,500 for the Technology and Advanced packages, respectively.

Finally, there’s the 3.5L SH-AWD, which only comes in Technology package spec ($41,450) or Advance package spec ($44,700).

No matter the trim level, what’s most noticeable is the sound - or, rather, the lack of it. Acura’s noise deadening processes may be extreme, but they pay dividends, and what you actually hear in the cabin is an order of magnitude less than the noise actually going on outside. What’s audible gets some artificial assistance, with the TLX turning to an active noise control system that feeds a fake soundtrack into the car. It’s not especially noticeable, I found.

Tech and Infotainment

With 2 displays and Honda’s parts bin in the background, you’d expect the technology in the 2015 TLX to make the grade. As it is, things are generally up to scratch though there are a few omissions.

Acura doesn’t stint on the standard kit, and sure enough even the base TLX leaves the factory with a long list of toys. There’s a reversing camera, tire pressure monitoring, heated side mirrors that auto-tilt to show the curb when you’re backing up, hill-start assist and an electronic parking brake that automatically holds when you pause at lights, Bluetooth hands-free and streaming, Sirius XM, Pandora support, USB/aux-in connectivity, dual-zone climate control, keyless entry, a power moonroof, and 2 12-volt outlets.

Several of those may have been present in name at least on previous models, but have been refined for the new TLX. The key fob, for instance, now has a range of up to 1/2 mile with remote engine start, while the new 7-speaker standard audio system sounds fantastic.

Step up to the Technology or Advance packages and things get even more interesting. There’s GPS-linked climate control, figuring out its automatic settings depending on where you actually are, as well as adaptive cruise control that can pick up again from a standstill if the car in front moves off within 3 seconds of halting. Acura has routed the collision camera - which can now spot pedestrians as well as other vehicles - and the radar through to the same brain, so their input can be combined and made better use of, all under the new umbrella term of “AcuraWatch”.

Advance grade cars get haptic feedback on lane departures, buzzing your seat if you’re straying over the lines, as well as tweaking the steering itself to pull you back into place. Ignore the warning signs and the system will even apply the brakes just in case. The premium 10-speaker audio system is even more impressive than the regular setup, with a depth and range of audio that rivals cars several pay-grades up the ladder.

I particularly like some of the more thoughtful touches. The storage nook at the bottom of the center stack, for instance, hides a USB port and 12V outlet, but also has a 2nd, sliding tray inside so that you can cover up cables and have your phone or iPod more readily to hand.

I’m a tough critic to win over when it comes to infotainment, and the TLX doesn’t quite knock it out of the park. The dual-screen UI - on the 8-inch upper LCD and its 7-inch counterpart in the middle of the dashboard - has potential, not least the genuinely useful localized haptic feedback, but Acura’s color scheme and iconography is bland, all shades of blue and dull fonts. The touchscreen feels underutilized, too, with primary navigation via the big knob at the base of the console, and there can be some repetition between what’s shown on it and on the top panel.

Siri Eyes-Free support is included, but there’s no CarPlay or Android Auto. Acura tells me they’re in the pipeline, but when that finally happens they’re unlikely to be retroactively applied to existing TLX already on the road. The standard voice control is functional, but the knowledge that Apple and Google each have advanced systems just around the corner that the TLX will miss out on is galling.

Adaptive cruise control works well, tracking the car in front and smoothly bringing the TLX to a halt - and then picking up again - in line with traffic conditions. Lane keeping I had mixed results with, the TLX sometimes proving heavy-handed in its reminders of the dotted lines, while at other times it seemed content to let me drift even with freshly-painted markings. Still, it’s worth noting that all such features were absent on the comparison BMW which, despite that, had a sticker price several thousand more than the Acura I was comparing it to.

Wrap-Up

There’s a palpable sense of excitement within Acura about the 2015 TLX. Ask the team responsible, and they’ll tell you that it’s the sports sedan they designed with themselves in mind: usable performance and affordable luxury, a car that you can drive in an entertaining manner, but which isn’t exhausting at the end of a long journey.

Undoubtedly there’s a market for such a vehicle. Not everybody wants an exhausting beast of a car, a partially-tamed monster. In the raw, unbridled passion stakes the TLX isn’t the most visceral, but it has usable, everyday performance that’s predictable in the very best sense of the word. You buy Acura because you also want reliability and build quality and a mile-long list of standard toys, and they’re things the new TLX has in spades.

Few innovators remain in command of the segment they help create; the choice then is to either rise to the challenge or bow out with some degree of grace. The TLX was born of tough decisions, axing 2 model lines and replacing them with just 1, but the result is a car that has more than enough to please the Acura faithful, while being priced competitively enough to lure new potential owners into taking a 2nd look. The specs, frugality, and affordability of the 2.4L, not to mention the perkiness of its well-matched engine and gearbox, would make it my pick of the bunch.

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1st Drive:
2015 Acura TLX

If you stop to think about it, designing a replacement for an aging vehicle is a really difficult task. Not only should it go, stop, and drive better than the outgoing model, but safety and emissions requirements get tighter every year, consumers often demand more interior space and gadgets, and on top of all that, the new model must look sharp enough to catch the attention of buyers in showroom (or in the pages of, say, Motor Trend). So imagine Acura’s conundrum in creating the 2015 TLX, a midsize sedan that replaces not just the outgoing TL, but also the TSX. Hey, if this stuff were easy, we’d all be automotive engineers, right?

Slotting in Acura’s sedan lineup between the full-size RLX and compact ILX, the TLX attempts to offer TL-like interior space and amenities while retaining the fun-to-drive personality of the TSX. To that end, the 2015 Acura TLX’s wheelbase is carried over from the TL, maintaining cabin space, while the short front and rear overhangs keep overall vehicle length down. (The TLX is nearly 4 inches shorter than the TL.) The cabin is trimmed nicely, using mostly high-quality materials. Faux wood and metal are convincing enough for the price point and segment, though it’s easy to spot the out-of-the-way areas covered in cheaper plastic. The front seats are some of the most comfortable I’ve sat in recently, and are covered in leather that looks premium and feels that way, too. Rear cabin room is a mixed bag, with plenty of leg- and shoulder room but slightly disappointing headroom for passengers 6 feet or taller.

Power comes from 2 updated engines, Honda’s familiar 2.4-liter I-4, now with direct injection for 206 hp and 182 lb-ft of torque, and the direct-injected 3.5-liter V-6 as found in the MDX with 290 hp and 267 lb-ft. The former is paired to Acura’s new 8-speed dual-clutch transmission, which interestingly uses a torque converter to smooth out around-town driving -- Acura claims it also gives slightly better acceleration off the line. The TLX V-6 gets the brand’s 1st nine-speed automatic which is not only lighter than the old 6-speed, but is said to shift more quickly, too. Acura says both engine/transmission combos should contribute to fuel savings over the TL, a benefit that is helped by slightly lighter curb weights and a more aerodynamic body.

Meandering through 300 miles of West Virginian back roads (I still have John Denver music stuck in my head days later) also showed the TLX to have a new level of refinement. Less noise makes its way into the cabin, thanks to new acoustic foam sprayed around the A-pillars, noise-blocking panels inside the doors, and beefier door seals. Torsional rigidity is up significantly over the TL, and the TLX drives like it – the chassis feels taut and solid, while ride comfort remains strong even if the spring/damper combo is tuned on the slightly firm side of things. 1 caveat: That extra rigidity means extra bracing, some of which eats into pass-through space on the 60/40 split rear folding seat.

Front-drive TLX models get Acura’s next-generation Precision All-Wheel Steering (P-AWS), which acts in 3 different ways on the rear wheels. At lower speeds, the rear wheels turn in the opposite direction of the fronts to mitigate understeer and make the car feel a little more agile. At higher speeds, all wheels turn in the same direction for increased stability and the rears toe in slightly under braking for the same reason. In practice, the system is virtually invisible to the driver, though in brisk back-roads driving, the Acura does feel plenty willing, with positive turn-in and not much body roll. It’s much more of a TSX driving experience than TL, which is a good thing as far as I’m concerned.

All TLX models get Acura’s Integrated Dynamics System (IDS) that allows for 4 selectable drive modes: Econ, Normal, Sport, and Sport+. As you’d expect, the selected driving mode alters steering weight, throttle response, and shift mapping. Sport+ is the most interesting mode, knocking the top 2 overdrive gears of each transmission out of contention, rev-matching downshifts, and switching to a sport-oriented transmission program that does a good job of holding gears until redline and downshifting to maximize engine braking.

3 basic versions of the 2015 Acura TLX are on offer: front-drive, 4-cylinder; front-drive 6-cylinder; and all-wheel-drive, 6-cylinder. For value-oriented as well as enthusiast shoppers, the car you want is the base 4-cylinder version. Not only is the base TLX 2.4L the lightest of the group, weighing in at roughly 100 pounds less than the V-6 and around 300 pounds less than the V-6 AWD with Tech Package, it’s also the most fun to drive. The I-4 doesn’t have the grunt of the significantly torquier V-6, but running through the dual-clutch gearbox makes the most of what power it does have. Don’t let the torque converter’s presence deceive you, as a tug on the steering-wheel-mounted paddles gives surprisingly quick shifts both up and down while giving virtually none of the herky-jerky behavior dual-clutch transmissions can be known for around town. Automatic shifts are fast and smooth as well, especially in Sport+ mode. Drop the IDS back into normal mode (or Econ, for that matter) and you can cruise at 70 mph on the freeway turning a calm 2000 rpm and racking up an Acura-estimated 35 mpg.

The TLX 3.5L versions do feel significantly quicker, with more lowdown torque and even fewer revs at freeway speeds (just 1500 rpm at 70 mph in ninth gear). The downside is that they lose a little of the 2.4’s sporty personality, feeling heavier and offering somewhat slower shifts from the nine-speed automatic. The front-drive 3.5L suffers little from torque steer, though wheelspin is a common occurrence for those with heavy right feet. 1 good reason to opt for the SH-AWD version if you don’t live in snowy climes is for the new all-wheel-drive system’s brake-actuated torque vectoring, which gives sharper turn-in and helps mitigate understeer.

Acura has also upped its game on the tech forefront. While the infotainment screen graphics look somewhat dated (and I’m still not a fan of the dual-screen layout), Acura has added plenty of safety tech to the TLX. Most notable is the suite of functions dubbed AcuraWatch, which uses both cameras and radar in conjunction to prevent accidents. Blind-spot and cross-traffic monitoring, forward collision warning, adaptive cruise control, and lane departure warning are all included in the package. Active safety tech also includes Acura’s Collision Mitigation Braking System and road departure mitigation with active steering.

The TLX will be in Acura showrooms this month at a starting price of $31,890 for the 2.4L, $36,115 for the 3.5L, and $42,345 for the 3.5L SH-AWD.

MikeAmmo

The reviews are what I hoped they'd be.

Looks like the 4 cylinder w/ tech package might be the best overall performance to value sedan in the luxury segment.

Legend2TL

Yeah I would agree that the TLX is probably much stiffer chassis than the 3G TL. CAD/CAM/FEA keep producing newer models with more compex shapes that create stiffer structures, add in all these new steel alloys that also increase strength.

Legend2TL

I share his opinion about the 3G TL, although lacking on modern tech, the 2005 TL (esspecially a 6MT) is still alot of fun to drive. Mine's at 95K, hope to get at least 250K+.

CheeseyPoofs McNut

My thoughts as well. A white i4 with tech (espresso or black interior - not sure yet) is on my radar - hoping motorcars in bedford has some for a test drive. Will likely venture out in a couple weeks or so.

jayb082

The 4 cylinder is getting a lot of credit. Making me very glad I opted for that one. Overall reviews of the car are very positive - and what I was hoping as well.

MikeAmmo

Yeah, I don't know when I'm taking the plunge on a new car. Could be next month, next year or beyond, but the TLX w/ tech is basically the perfect equipment/price/performance/fuel economy curve.

The big thing was performance that's about 90% of the 3 Series for 75% of the price of an equivalently equipped 320i. That seems to be it.

Hell, it's more affordable than a Nissan Maxima and Ford Taurus, only slightly more expensive than a Fusion. There's a value/performance curve there. And while Acura's brand status has taken a hit recently, I'd certainly take Acura's over Buick.

blacktsxwagon

All these great reviews of the 4-cyl are really making me want a 4-cyl Advance...

cpr2

Most of the reviews I read seems like Acura did a good overall job and they should be happy. The 4cyl / 8speed DCT is fun to drive and offers a balance performance with cost. I ordered the V6 tech and will change to 4cyl.

ggesq

iTrader: (1)

damnit- look at those butt prints on the driver seats.

insanik

any video reviews

dysonlu

I have been saying this since the beginning: this car is very reminiscent of the 3G TL. Acura smarty went back to what made them successful.

quantum7

Another good review....
http://www.leftlanenews.com/first-dr...lx-review.html

Looks like we have a worthy follow up to the 3G....ummm....4G

quantum7

The TLX is the proverbial car that Acura needs right now. (Read: Yesterday) They've played ball and come away with a few base hits in the form of the MDX and RDX crossovers, a foul ball with the ILX, and a strikeout with the curiously designed ZDX. While they hope the upcoming NSX is a grand slam, in the meantime the company is looking for a home run in the form of the TLX, which will replace both the TSX and TL.
Technological motivation
After success in the SUV/CUV segment, the company is rightly turning its attention to sedans. Apparently the buying public has been chomping at the bit, because Acura says it has over 40,000 hand-raisers who have expressed interest in a new "Red Carpet Athlete" luxury/performance four-door. With the TLX, their prayers have hopefully been answered.
Loaded with tech, the TLX is available with two engines, two new transmissions and a choice of front- or all-wheel-drive. The base engine is a direct-injected 2.4-liter iVTEC four-cylinder, which makes 206 horsepower at 6,800 rpm and 182 lb-ft of torque at 4,500 rpm. That mill is joined by a direct-injected 3.5-liter iVTEC V6 that produces 290 horsepower at 6,200 rpm and 267 lb-ft of torque at 4,500 rpm. The V6 is also equipped with Variable Cylinder Management (VCM), which gives it the ability to shut down three cylinders once it achieves cruising speed, all in an attempt to squeeze every drop from a gallon of gas.
The FWD-only four is mated to what Acura claims is the world's first eight-speed dual-clutch transmission (8DCT) with a torque converter. The gearbox is equipped with what Acura calls Sequential SportShift for "ultra-quick" shifts and rev-matching, while the torque converter helps to smooth out any residual shift-shock, and at the same time provide quicker off-the-line acceleration than a normal dual clutch tranny is typically capable of.
The four-cylinder model is also fitted with Precision All Wheel Steering (P-AWS), which helps to artificially shorten the car's length during low speed maneuvering, and conversely lengthens it during high speed driving for added stability. Executed through steerable rear wheels, it changes the toe angle of the tires for added handling precision.
The 3.5-liter V6 engine is exclusively mated to a nine-speed automatic transmission, and in FWD form, it too features P-AWS. Based on a design by ZF, Acura claims the nine-speed shifts five times faster than the outgoing six-speed automatic transmissions and is 66 pounds lighter to boot. Quickness is paramount, and Acura says it enjoys a 0.5-second improvement in zero-to-60 mph times. Operated by Electronic Gear Selector buttons instead of a conventional gearshift lever, it includes a pull-up for reverse switch, which should obviate any accidental engagement.
Buyers in the Snowbelt, or those who desire extra traction, can order the TLX with Super Handling All-Wheel-Drive (SH-AWD). Now 25 percent lighter than the previous generation, it can send up to 70 percent of the torque to the rear wheels and allows for greater torque vectoring than before. All models ride on the typical MacPherson front/multi-link rear suspension with amplitude reactive dampers to adjust the ride on the fly. Acura's Agile Handling Assist is on board to help the car shorten itself through a turn via what the company describes as a process similar to brake vectoring.
The TLX SH-AWD includes idle-stop capabilities for improved fuel economy. While others may call the device an ECO start/stop or some such other thing, the TLX includes an Active Control engine mount to reduce the harshness that many competitors face when they refire.
As if all of this is not enough, Acura managed to pack in a selection of modes as part of their Integrated Dynamics System, which offers ECON, Normal, Sport and Sport+ settings. They are used to personalize such parameters as steering effort, throttle mapping, shift logic and P-AWS or SH-AWD settings.
Moving targets
We had a chance to drive all three flavors of TLX ranging from the 2.4- and 3.5-liter versions both equipped with P-AWS as well as the 3.5-liter with SH-AWD, and found each to be a worthy competitor to their targeted competition, including the Mercedes-Benz C-Class, Lexus IS, Audi A4, and BMW 3-series. In other words, the usual suspects. Nearly all have undergone a visual transformation with new looks that push the envelope just a little further.
From the 'can-opener' grill to the signature Jewel-Eye LED headlamps on each side, the looks of the TLX are unmistakable. Made up of high strength hot-stamped steel, aluminum, and magnesium, the TLX features new acoustical foam insulation that is blown in at various points around the body to seal potential air gaps and deaden sound at the same time. Add to that, smart use of sheetmetal and the utilization of acoustic glass, and you end up with a car that we found to be as quiet as many vehicles that check in at more than double the TLX's price.
Accommodations
The 2015 TLX is a five-passenger sports sedan with improved seating that is as conservative as it is functional. While not a pair of thrones that you would find in an Italian exotic, they do their part to hold occupants in place while driving. Soft touch material is all around, and is contrasted by glossy Zebra-wood veneer and aluminum-look bright pieces that dress up the cockpit nicely. We found the steering wheel just a bit over-done, but did enjoy the very logical use of rollers to increase or decrease the audio and Bluetooth volume.
Our Advance package equipped 3.5 SH-AWD TLX included Siri Eyes Free functionality which combines the 490-watt, 10-speaker ELS audio system by Grammy award-winning sound engineer Elliot Scheiner, with a smartphone hookup that allows the use of Siri to answer a question, set up a calendar date and more from an Apple iPhone. The sound pumped out highs, lows and midtones all day long. Along the way, the TLX's Active Noise- and Active Sound Control systems helped, with microphones and sensors to cancel out any unwanted sound intrusions to the cabin.
Safety takes no back seat in the TLX either, with a suite of AcuraWatch driver assists on board. Camera and sensor based, they watch and alert drivers to possible encounters of the wrong kind and show the images on the eight-inch display in the dash binnacle above the center console. The Road Departure Mitigation System (RDMS) reads painted lane stripes to apply steering and brake assistance when it senses lane drift. With Rear Cross Traffic Monitoring (RCTM), it uses blindspot sensors to detect vehicles approaching from either side. Forward Collision Warning (FCW) presents a visual and audible alert to an impending situation ahead. Combined with Acura's Collision Mitigation Braking System (CMBS), which is a mouthful in anyone's book, it scans upcoming road for potential obstacles and engages emergency braking as needed by the on-board cameras and sensors. Finally, Lane Departure Warning (LDW) and Lane Keeping Assist (LKAS) all do their part to help a driver avoid potential mishaps that occur from lane drift.
Drive Time
Sampling all three flavors of TLX, we found the base 2.4-liter four-cylinder mill offered brisk acceleration that will satisfy the bulk of shoppers considering the sedan. The eight-speed DCT transmission provided flawless shifting during our time in the car, and we were jazzed to find a double-step down paddle shift operation while hoofing it in Sport+ mode. The P-AWS enabled precision steering and stability while driving through the foothills of West Virginia. The EPA says to expect 24 city/35 highway mpg with a combined 28 mpg average, which Acura says is tops for the segment.
The 3.5-liter V6 with front wheel drive was a much smoother power plant that gave the TLX the confidence of a true luxury sport sedan. Shifting from the nine-speed transmission was ultra smooth throughout the range and the three-cylinder variable cylinder management system operated in a seamless fashion to the point we were not even aware it was occurring. The P-AWS system also added stability through the turns and twisties through horse country.
Adding the SH-AWD to the top of the line model found us traversing at high speed on Virginia horse country back roads. While this all-wheel-drive version is not P-AWS-equipped, it uses the torque vectoring and torque braking of Acura Agile Handling Assist to accomplish the same effect as though the TLX was seemingly running on rails. Incidentally, the 3.5-liter Direct-Injected V6 with P-AWS achieves an EPA estimated 21 city/34 highway mpg with 25 mpg combined, while the all-wheeler SH-AWD is good for 21 city/31 highway mpg with 25 mpg combined. That's an improvement of +3 miles city and +4 miles highway over the outgoing SH-AWD-equipped TL.
Leftlane's bottom line:
When Acura officials described to us their intention of building a luxury sport sedan that they themselves would be excited to drive, we knew their hearts were well-intentioned, but it wasn't clear if they could pull it off. After spending time behind the wheel, we think they've achieved their goal, creating an attractive, technologically-advanced package that's a compelling alternative to the segment stalwarts.
This is exactly the sedan that Acura needed.
2015 Acura TLX 2.4 base price, $30,995
2015 Acura TLX 2.4 Tech Package, $35025
2015 Acura TLX 3.5 base price, $35,220
2015 Acura TLX 3.5 Tech Package, $39,250
2015 Acura TLX 3.5 Advance Package, $42,500
2015 Acura TLX 3.5 Tech Package, $41,450
2015 Acura TLX 3.5 Advance Package, $44,700


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2015 Acura TLX
Splitting the Difference Makes the Difference

Immediately after landing at Washington's Dulles airport, an Acura representative handed me the keys to a 2014 TSX with fewer than 180 miles on its clock. The 4-cylinder engine started and I pointed its signature beak towards a destination in Middleburg, VA. It was a curious move by the Japanese automaker, especially considering that I had flown no less than 2,300 miles to drive the discontinued vehicle's ostensible successor, the all-new 2015 Acura TLX.

Yet spending a solid 40 minutes with a sparkling-new version of the outgoing model that still smelled showroom fresh, allowed me an opportunity to scrutinize the dropped sedan and remind myself why it had never really blown me away – it was good at doing many things, but truly great at doing none.

Time with the TSX also started me thinking about the Acura TL, the second model that the TLX will effectively replace. I have better memories of the slightly larger sedan, especially the SH-AWD 6MT trim – it's a solid driver's car – but it, too, fell short in areas where competitors, including the Audi A4, BMW 3 Series, Cadillac ATS, Lexus IS and Mercedes-Benz C-Class, excelled.

As I pulled up to the hotel a short while later, it became clear that Acura had some work to do. Its task over the next 48 hours would be to persuade me that its clean-sheet TLX was not only a worthy replacement for the TL and TSX, but a competitive player in this fiercely contested segment.

The easiest way to replace 2 vehicles, especially when each is a different size, is to split the difference. And that is more-or-less what Acura has done with its new TLX. When the wraps were taken off the sedan at the 2014 New York International Auto Show earlier this year, it revealed a vehicle larger than the TSX, yet still a few inches shorter than the TL. More importantly, the excess length was not taken from the passenger cabin or wheelbase – it was cut from the front and rear overhang to leave interior volume and a comfortable ride intact.

Visually, the new silhouette works. Shortened overhangs, and a lower roofline give the sedan a wide and stable appearance, with the Acura's debatable satin aluminum beak cleanly integrated into the design – one of its best applications. The TLX will never be accused of breaking new ground in terms of overall design (I'd call it conservative compared to what some other automakers are offering), but it won't offend, either.

That's something I kept in mind while dropping into the cabin of the new 4-door, noting that the front seat easily accommodated my 6-foot, 2-inch frame, affording ample torso, leg- and headroom without any hint of being overly confined. I moved the driver's seat (standard 10-way power adjustable with lumbar) and steering wheel (manual tilt and telescope) into my preferred positions and then climbed into the second row, which gave my knees about a half-inch of remaining clearance and left my head a couple inches shy of the headliner (credit a deep bottom cushion in the second row). All told, the cabin will accommodate 4 adults comfortably, or 5 in a pinch, even if each have different political views.

The interior, in terms of design and execution, reminds me of the recently released RLX, which is Acura's current flagship. That's actually a very positive association. A 3-spoke steering wheel, with excellent button and wheel controls, sits between the driver and an instrument cluster with a tasteful and easy-to-read mix of 2 round analog gauges on either side of a multifunction color digital display. The center stack has 2 large full-color displays, but it isn't as clean ergonomically as the workload of replacing buttons and switchgear is split between the pair. There are only 2 rotary dials on the console – a small 1 to control the audio level, and a larger 1 for the navigation screen. Most everything else is controlled via touchscreen or buttons, controls that require more than a bit of familiarization.

Additional upscale RLX influence is found nestled between the 2 front seats. Instead of a traditional gear lever, models with the V6 arrive with Acura's Electronic Gear Selector, which uses a digital pushbutton array to replace the cable-connected mechanical lever. Acura says the electronic system frees up space in the center console, which it does. Like it or not, lever-less consoles appear here to stay.

The 6-cylinder engine is shared with the automaker's RLX sedan and MDX crossover, and is familiar to owners of the current TL, but it has been updated for duty in the TLX. The naturally aspirated, direct-injected 3.5-liter now carries a rating of 290 horsepower and 267 pound-feet of torque (gains of 10 horsepower and 13 pound-feet when compared to the 3.5-liter offered in the outgoing TL). The V6 is mated to a ZF-sourced 9-speed automatic transmission – a 1st-time application for Acura – with a traditional torque converter.

If a pushbutton gear selector isn't your cup of tea, or you want to save upwards of $4,225, opt for the standard TLX model that arrives with a traditional cable-actuating shift lever. Buried inside its engine bay is a naturally aspirated 2.4-liter 4-cylinder rated at 206 horsepower and 182 pound-feet of torque. Here's where things get interesting: the engine is mated to a standard 8-speed dual-clutch transmission (DCT) with a torque converter. Yes, a torque converter. The automaker has combined its DCT with a torque converter – the industry's 1st such marriage we're aware of – to improve smoothness in stop-and-go situations and enhance off-the-line acceleration, both areas of weakness with many dual-clutch gearboxes.

In the grand scheme of things, Acura will initially offer 7 different models, with the front-wheel drive TLX 2.4 starting at $31,890 (all pricing references include an $895 destination fee) and topping out with the TLX 3.5L SH-AWD with Advance Package, which runs $45,595. Customers may opt for front- or all-wheel drive, 4- or 6-cylinder power and choose to add Technology or Advance Packages to fit their needs.

Before jumping behind the wheel and covering hundreds of miles in all 3 models combined, Acura showed me a fullsize cutaway of its new sedan. The display allowed me to see for myself that the TLX is built on the same basic platform as the Honda Accord, but it is significantly different, having been updated for premium duty with additional high-strength hot stamped steel to improve rigidity and safety, along with aluminum alloy and magnesium componentry to reduce weight. Once satisfied with the platform's enhanced body stiffness and lowered mass, the engineering team shot acoustic foam into the body cavities, adhered acoustic barrier panels within the body panels, used triple door seals around the frames and added electronic active noise control to provide a quiet ride – there was a clear obsession to make the cabin whisper quiet.

But silence wasn't its only objective, as the automaker had safety on its mind, too. Acura expects its so-called Advanced Compatibility Engineering (ACE) body structure will earn the TLX a Top Safety Pick+ rating from the Insurance Institute for Highway Safety and a Five-Star Overall Vehicle Score in the National Highway Traffic Safety Administration's New Car Assessment Program safety ratings. Passengers are offered additional protection from front, side, side-curtain and driver's-side knee airbags, and standard and available driver-assist features include Adaptive Cruise Control, Blind Spot Information (BSI), Forward Collision Warning (FCW), Lane Departure Warning (LDW), Lane Keep Assist System (LKAS), Road Departure Mitigation (RDM), Cross Traffic Monitor, Motion Adaptive Electric Power Steering and a Collision Mitigation Braking System – it's reassuring to know that the intimidating list simply means that the sedan has been engineered to help keep its occupants comfortable and safe on the road, while reducing their workload.

To customize vehicle driving dynamics, all models of the TLX arrive with Acura's Integrated Dynamics System (IDS), which gives the operator the ability tune the vehicle's character to their driving style in one of 4 selectable modes (Econ, Normal, Sport and Sport+) by altering throttle response, power steering effort, transmission shift logic, climate control system operation, active sound management and the control logic for either the P-AWS or SH-AWD systems.

I drove all 3 models (FWD I4, FWD V6 and AWD V6) over the course of the day and was generally very pleased with what I observed. Naturally, I did emerge with a favorite.

Most importantly, regardless of engine or powertrain, all TLX models are exemplary highway cruisers. Every single one glides down the road with a silence and demeanor more typical of a full-size European luxury vehicle. There is a near absence of wind and tire noise, and not a squeak from within the cabin. The Acura is remarkably quiet for a vehicle in this segment. The chassis and ride is also superb in all models. I sailed over whoop-de-dos on backcountry roads, bounded over railroad tracks and traversed miles of uneven pavement. There was hardly a crash, bang or bump, and never once did the wheel travel reach its limit or did the platform become unsettled or choppy. After a few hours of trying to expose a weakness in the ride, I gave up and simply enjoyed the serenity – the TLX will make its owners look forward to the daily commute, whether 3 miles or 3 hours.

Floor the accelerator on the front-drive TLX V6 and its tires will spin unnecessarily (and fruitlessly), even with Acura's unobtrusive traction control engaged – thus making it my least favorite model of the trio. If you require V6 power, my suggestion is to spend the additional $2,200 for the automaker's excellent Super Handling All-Wheel Drive (SH-AWD) model. The full-time system, which requires no driver intervention, has been thoroughly reworked for duty in the TLX to be more compact and 25-percent lighter than its predecessor. As an added benefit, the new rear-drive unit is overdriven by 2.7-percent (compared to 1.7 percent on the previous system) to provide more torque vectoring capability and enhanced cornering.

The SH-AWD is always monitoring grip, lateral Gs and power output to determine how to best put the power to the ground (as in the past, the driver can watch the power application with the digital display on the instrument panel). The system also now takes a look at steering wheel angle to proactively send power to proper wheel to optimize handling. In practice, SH-AWD works very well, and wheel slip stemming from too much power to the contact patch is eliminated. And, for all intents and purposes, the AWD system is efficient enough that it doesn't exact much of a penalty when it sips premium fuel (the EPA's combined fuel economy estimates are identical between FWD and AWD models, but the highway figure drops 3 miles per gallon).

I'm not a huge fan of the industry's push toward 9-ratio gearboxes – realize that this is the same basic transmission that arrives in the Jeep Cherokee – as they seem to constantly be on a hunt for a proper gear. But Acura's engineers have done a commendable job tuning out most of this automatic's annoyances in both 6-cylinder models. TLX V6 models leap off the line with eagerness, the shifts are buttery smooth and both seems perfect content holding gears for more than a few moments, which is the polished performance customers in this segment expect. I don't believe any 9AT model will spend much time in its highest ratio (most of my steady state cruising was too slow), but intelligent mapping, cylinder deactivation and idle-stop – Acura's name for start/stop technology – allow the 3.5-liter TLX models to achieve decent fuel economy (an EPA rating of 21 miles per gallon city/25 highway) for their output.

My preferred engine is the 4-cylinder, which is lamentably not available with the SH-AWD but arrives with Acura's excellent all-new 8-speed DCT. The entry-level model is a full 291 pounds lighter than its range-topping V6 sibling, and its lower mass and very eager DCT permit it to drive with a youthful and agile step despite being less powerful and understandably slower (the horsepower deficiency is most obvious at highway speeds, where a turbocharger would really help). And, as an expected benefit, the smaller engine delivers stronger fuel economy (EPA: 24 city and 35 highway).

All versions of the Acura ride on a MacPherson front and multi-link rear suspension. The steering rack is electrically assisted, and there are disc brakes at all 4 corners (single sliding-piston calipers). The architecture is all proper for a mid-size luxury sedan, but the TLX isn't afforded an opportunity to prove itself as a sport sedan. In an effort to reduce cabin noise, improve fuel economy and allow all models to be a true 4-season sedans, Acura has fit each with all-season grand touring tires. Unfortunately, they are just 225-mm wide and that leave a lot to be desired (my pictured test car was fitted with Goodyear Eagle LS-2 rubber, but there were Bridgestone Potenza RE97AS tires on another). Push the sedan over 6-tenths and the tires' tread blocks immediately protest. Push it further and understeer becomes its predominant handling trait.

But then something interesting happens – the TLX makes it around the corner.

All front-wheel drive models are equipped with Acura's Precision All-Wheel Steer (P-AWS) system, which uses its independent left and right rear-wheel toe angle control to turn the rear wheels in the same direction at high speed to improve stability, and in the opposite direction during low speeds to improve turn-in and stability (P-AWS also toes both wheels in during braking, to help settle the back end). The P-AWS system, working in conjunction with Vehicle Stability Assist (stability control) delicately guides the sedan around the radius.

The all-wheel-drive model uses its SH-AWD system, aligning with the stability control system, to expertly distribute power and do similar tricks. From an outside observer's standpoint, the TLX plows and completely lacks finesse. However, the vehicle's operator always feels in complete control – the Acura's handling at the limit is stable, predictable and safe, and I never came close to dropping a wheel off the pavement.

After 6-plus hours of effortless seat time in the Acura TLX, the sedan had won me over – but not for the expected reasons.

I'm a sport sedan guy, and given that primary motive, I'd likely choose the BMW 328i as this segment's most engaging, sportiest and fun-to-drive model – but option-for-option, it's significantly costlier to purchase and own, especially once BMW's free maintenance program expires. And besides, in the real world, people rarely drive above 6-tenths. The reality is that most buyers in the segment are actually seeking an attractive vehicle with an accommodating cabin, comfortable ride, sporty-feeling yet predictable handling, a long equipment list, strong crash test scores, impeccable reliability, fuel economy and a price that doesn't break the bank.

By honing in on what people really need and excelling in each of those categories, Acura has engineered a much better sedan than its TSX and TL ever were – and it's finally in a position to offer a much better, more properly focused luxury sedan than most others in the segment. The TLX's biggest hurdle to success, then, is likely to be something a bit nebulous and beyond its control – Acura's image. Will enough buyers look beyond this car's crisp yet evolutionary styling to choose it over offerings from more prestigious brands? The TLX might be up to the challenge, but the real question is whether consumers are willing to give a deserving new Acura a chance.

Nedmundo

Very happy about the positive reviews, which are exactly what I expected for the I4 version, but I'm troubled about those mentioning a lack of steering feel, which is my biggest complaint about my TSX. One of them even says it has less steering feel than the BMW 3 Series, which is especially troubling because the 2012 models I've driven had even less steering feel than my TSX. I understand BMW has improved the steering since 2012, but I'm still concerned. I plan to test the I4 version soon, so I'll find out soon enough.

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2015 Acura TLX Review

We're tearing up a ribbon of Virginia road in a 2015 Acura TLX, its 2.4-liter 4-cylinder engine zinging rapidly through the gears of an 8-speed dual-clutch automatic. Even as we enjoy this new Acura, we can't help but be distracted by all the old Acuras along our route. Integras, Legends, and RSXs. They're everywhere.

A brand spokesperson later admits this is no coincidence—we're near the largest Acura dealer in the country. Nevertheless, it drives home the fact that Acura was, at some point, a very popular brand. Emphasis on "was." Last year Acura sold fewer than 45,000 sedans; BMW sold about 120,000 3 and 4 Series in the same period. If it weren't for the success of its crossovers, the MDX and RDX, we might be discussing the end of the brand.

Instead, we're talking about a new beginning. The 2015 Acura TLX replaces both the TL and the TSX, which tripped over each other in the showroom. The TLX basically covers their territory in terms of pricing and powertrains. A 206-hp 4-cylinder, a higher-compression version of the direct-injected engine we know and like from the Honda Accord, is standard. A 290-hp 3.5-liter V-6, also direct injected, is optional and can be equipped with all-wheel drive. The dimensions for the TLX, naturally, fall between the 2 old models, but there's strangely less interior room than in even the TSX.

From Battlestar Galactica to Leave It to Beaver
Although the model overlap certainly didn't help sales, something else hurt more. When we ask TLX project leader Mat Hargett why sales for the TL dropped off so precariously in the last generation, he answers with one word: "Styling." Acura introduced a robotic new design language with the 2009 TL. Gutsy move, but not a particularly smart one, as sedan buyers in this price range are a notoriously conservative bunch. Even Chris Bangle, at his flame-surfacing zenith, dared not fuss with the lines of the BMW 3 Series. Not only did the edgy design fail to attract a new audience, as Acura had hoped, but it also turned off brand loyalists, who either bought something else or held onto their old TLs.

The TLX, therefore, doesn't mess around with avant-garde. Sure, the designers talk about gaining inspiration from horses and "red carpet athletes," but the sheetmetal is as clean cut and conservative as Ward Cleaver. The nicely shaped, jeweled headlamps and toned-down grille suggest Acura is learning how to establish brand identity without clubbing people over the head. The aggressive stance and lean body sides announce the TLX's sporting intentions, although the long front overhang lets slip that it's front-wheel drive.

The interior similarly plays it safe. There aren't any experimental interior materials or wild colors, just nicely grained plastics, wood and silver trim, and muted leather (leatherette is standard). Acura did gamble a bit by replacing the shifter on 6-cylinder models with buttons for park, reverse, neutral, and drive. Some common sense ergonomics—the button for drive is angled so you push forward, the 1 for reverse inset so you have to pull back -- make it a cinch to use.

We can't say the same for the TLX's infotainment system. 2 large color screens dominate the center stack, along with a multifunction controller. They look like 3 different systems thrown into 1 car, and sometimes work like that, too. We spent a lot of time deciphering which control directs what function on what screen.

Honda engineers earning their lab coats
The 2.4-liter TLX pairs with Honda's all-new, 8-speed dual-clutch automatic. The 3.5-liter comes with a 9-speed automatic developed with ZF. Get your Kleenex out: no manual transmission will be offered. Hargett, who drives a TL SH-AWD with a stick shift, cries along with us but says there simply aren't enough buyers, pegging the take rate at about 2% for both the TL and TSX. It's hard to argue with numbers like those, but we protest nonetheless. The slick manuals in the TSX and TL were the last living links to the era when Acura offered some of the most engaging drivers' cars on the market.

That's not to take anything away from the new automatics. The 8-speed, in particular, proves that Honda engineers haven't lost their creativity. Unlike other dual-clutch automatics, Honda's transmission incorporates a torque converter to smooth out the launches. Once moving, it provides the blistering quick shifts that perfectly complement the quick-revving 4-cylinder. Christopher Kipfer, the assistant large project leader in charge of powertrains for the TLX, says the torque converter takes the place of a dual-mass flywheel and thus doesn't add too much weight or complexity.

Why not offer it with both engines? Kipfer says a conventional nine-speed still offers more of the refinement that V-6 buyers want. Indeed, the 9-speed shifts with the creaminess we've come to expect of ZF transmissions. He also admits that the 8-speed dual-clutch, in its current form, won't stand up to the 6-cylinder's torque. More problematic, it is not yet engineered to work with all-wheel drive. That means you'll have to opt for the V-6 if you want all-wheel traction, at a cost of $42,345, which is some 10 grand more than the base model. To its credit, it's a very good system -- smaller, lighter, and even faster acting than what was offered on the TL SH-AWD. Dive into a corner too fast, add throttle, and you can actually feel the torque-vectoring rear differential tuck the car back into line.

A New Deal for front-wheel drive
Still, Acura once again brings what is essentially a front-wheel-drive car to a fight that's now dominated by rear-wheel-drive and all-wheel-drive offerings like the Audi A4 2.0T Quattro, the BMW 320i xDrive, and the Cadillac ATS 2.0T AWD. To compensate for this, the TLX comes loaded with driving aids: rear-wheel steering (Precision All-Wheel Steer, or P-AWS) and brake-based torque vectoring (Agile Handling Assist, or AHA). The acronyms would trip up the Roosevelt administration, but the technologies work really well. Even the front-wheel-drive V-6 model has surprisingly neutral handling, despite its miserable 61/39 percent weight distribution.

That said, the 4-cylinder TLX may be the most engaging to drive in the twisties. With its brilliant transmission, excellent body control, and relatively low, 3492-lb curb weight, it reminds us that a front-wheel-drive car can dance if taught the proper steps. What the engine lacks in peak power compared with some turbocharged competitors, it makes up for in flexibility and sound. Acura did cheat a little on the latter -- some of the engine's growl is piped in through the speakers when the car is in its most aggressive, sport-plus mode (this mode also delivers heavier steering and more frequent downshifts). The rest of the time, active sound deadening and liberal amounts of conventional insulation make this 1 of the quietest Acuras we've driven.

Considering the effort and resources that went into high-tech suspension aids, Acura could have put a little more thought into the tires. The relatively tall all-seasons -- 17s for the 4-cylinder, 18s with the V-6 -- start howling early and also sap steering feel, although the wheel is precise and nicely weighted. No summer tire package will be offered.

Conclusion: Back in the game without changing it
Despite the new name and some advanced features, the 2015 Acura TLX doesn't revolutionize anything. It's a nicely equipped, well-built, and conservatively styled front-/all-wheel-drive sedan -- just like the Legends, TLs, and TSXs we spotted tooling around Virginia's Loudoun County. Those waiting for Acura to "get serious" and develop a rear-wheel-drive sedan like Cadillac, Lexus, and Infiniti have will be kept waiting—perhaps indefinitely. However, we suspect many buyers will be just fine with an Acura that once again looks, feels, and drives like an Acura. It's also priced like a traditional Acura, offering tons of content at a discount compared with European competitors. The 2015 Acura TLX thus should have no problem finding its way into driveways here in Virginia and beyond.

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1st Drive:
Neither beauty queen nor valedictorian, the 2015 Acura TLX still earns high marks in the luxury sedan segment

How do you know you’ve created a hit? In the automotive world, the answer has more to do with quality products, versus catchy tag-lines and marketing hype. That was the case for plucky upstart Acura in the late 1980s, when the Japanese brand launched the Legend sedan, along with a range of refined and dependable offerings that shook up the luxury car establishment.

In particular, the success of the first Legend marked a decade of refined Acura sedans that delivered a top-class driving experience. When the Legend became TL, the model’s class values turned toward sportiness instead of executive-level grand touring. Adding a smaller, less-expensive sedan, the TSX, helped to bring in younger buyers. Yet neither maneuver helped push sales upwards.

As the long-awaited replacement for both the TSX and TL sedans, the TLX can afford to be nothing less than a hit for Acura. While the brand has registered sales success in the sport-utility segment, Acura undoubtedly lost some of the swagger from the days when it produced segment-defining premium sedans.

In launching the TLX, Acura’s development team stressed TL—not TSX—as the benchmark, noting that the brand needs a sedan worthy of competing with the best from Germany, America, and Japan.

The 1st thing that you notice about the TLX’s design is that it blends styling cues from the 2 models that it replaces, rather than introduce totally new design language. Sure, the lines are modern and crisp, but there is no overwhelming visual punch, either from the pentagonal front grille or the short front and rear overhangs.

Without prescription lenses, the all-new TLX looks an awful lot like the TL it replaces. When the TLX hits showrooms this month, its sales success may hinge on the buying public’s ability to spot the differences.

The same feeling envelops the TLX’s interior, which is functional and tech-focused without being overly avant-garde in design or ergonomics. Put simply: If you’ve had the chance to sit in an Acura cabin in the last 5 years, the TLX’s cabin will be a familiar place. That’s not to say that the screen-heavy interior—with its tiered navigation, HVAC, and audio layout—feels old or out of place. The cabin simply reflects the same cautious approach as the exterior.

We had the chance to drive both engine options, in all three powertrain setups, over country roads and at highway speed.

A 2.4-liter, 206-horsepower 4-cylinder with direct injection is the base engine in the TLX, and comes mated exclusively with an 8-speed dual-clutch automatic transmission. Closer to the outgoing TL’s output is a 3.5-liter, 290-hp direct-injected V-6, which uses a 9-speed automatic transmission. All-wheel drive is an upsell on the V-6 model, while front-wheel drive is standard across the line with Acura’s sharp-feeling Precision All-Wheel Steering.

The 4-cylinder TLX’s engine produced a lot of sound with our right foot firmly planted on the gas pedal. On the positive side, there is still plenty of power, and shifts are seamless — credit goes to the stellar transmission for imperceptible upshifts and quick downshifts. Steering at the default setting felt on the light side, but tightened up considerably in Sport and Sport+ modes.

Stepping up to the V-6 endows the TLX with more muscle off the line, and requires much less accelerator prodding to get the car up to speed. The all-wheel-drive TLX generally felt buttoned-down, yet the front-wheel-drive/V-6 combination resulted in significant torque steer and wheel spin. (Ask us how we found out!) Strangely enough, Acura’s fuel-saving stop-start system is only available on the V-6 AWD model. You’d think this tech would migrate to the other models, especially the more frugal 4-cylinder.

After several hundred miles of driving all 3 TLX models, it’s the 4-cylinder version that will appeal to former TSX shoppers – it’s lighter, more efficient, and less expensive. The TLX with the V-6 — particularly the AWD models — will entice those looking for power closer to what other German, Japanese, and American competitors are offering.

But this segment isn’t as much about power as it is refinement, and in this regard, all flavors of TLX deliver in spades. The TLX is quiet at idle, almost entirely free of vibrations from the driver’s seat, and moves gracefully, even when you’re in a hurry. Suspension tuning skews to the comfortable side of sporty — it’s responsive and agile, but comfortable enough to tote grandma to the grocery store and back.

Acura is proud to tout the TLX’s credentials in efficiency, and rightly so: EPA ratings for both engines far exceed those of their predecessors’, and are at the top of the competitive set. On the highway, even the V-6-powered TLX delivers economy that’s solidly above the 30-mpg mark.

The TLX doesn’t revolutionize its segment, but it carefully nails the basics, and is a sophisticated alternative to rivals that eclipsed the TL and TSX. If you’re in the market for an entry-level luxury sedan, it’s worth revisiting an Acura showroom to scope out the new TLX.

Hugh9269

The switch to electric steering over hydraulic, which improves MPG, but it has seemed to plague just about every automaker these days. The BMW
E90 was the standard for ages, i agree the newer F30 has lost its mojo.

I am sure Acura will fine tune during the TLX production cycle.

dysonlu

Not sure which review you are referring to but one mentionned that the sport settings mitigate this.

Hugh9269

I have yet to see a really great review of a electrically controlled steering system, sport plus or not, even Porsche gets criticized these days. But maybe after a full test of the TLX, it might have exorcised those demons.

guerdy

http://www.autoblog.com/2014/08/04/2...-drive-review/
This article was pleasantly positive. I was hoping for 0-60 closer to 5.5 seconds.

Engine: 3.5L V6
Power: 290 HP / 267 LB-FT
Transmission: 9-Speed Auto
0-60 Time: 6.0 Seconds (est.)
Top Speed: 125 MPH
Drivetrain: All-Wheel Drive
Curb Weight: 3,774 LBS
Seating: 2+3
MPG: 21 City / 31 HWY
Base Price: $31,890
As-Tested Price: $45,595

I recently drove the Infiniti Q50s AWD Hybrid. The acceleration was unbelievable. The torque was amazing. I never floored the car because traffic did not allow. However I can definitely say that it was far faster than what the TLX would be able to manage based on the numbers below. I know the Infiniti has lots of electronic gremlins. It did feel a lot more refined than the G37 did. I did not experience some of the issues that many journalist complained about. I will say that has to be the most responsive steering I have ever felt. Not a lot of road feel but great directional response.

compewterbleu

Yeah all I hear about are the bugs in this ride....still sounds like a technology haven, steering not connected, wow...I know a few owners so I'm going to ask them once again why the beef with the car.

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2015 Acura TLX 1st Drive

Whatever happened to the Legend, the Integra, or even the Vigor? Acura used to have such brilliant, instantly recognizable model names. Names that inspired thoughts of potential, performance, power, and style.

Now, the brand has adopted the alphabet stew that plagues so much of the rest of the luxury car world. Whether that’s for better or worse, there are aspects of the 2015 Acura TLX that remind us of the good old days of proper names—and proper cars.

How so? The new TLX is pretty darned brilliant, that’s how. It has, hands down, the best-tuned suspension you can buy for the money, especially in the entry premium/luxury segment, and that includes stalwarts like the BMW 3-Series and newcomers like the Cadillac ATS. It’s really that good.

But before we dig into the meat and potatoes of the TLX’s performance, let’s address the preliminaries: just what the heck is it?

The TLX, as its name (sort of) indicates, is the new replacement for a pair of cars: the previous TL and TSX. By merging the 2 into the TLX, Acura has chosen to split the 2 former segments, leaving its luxury sedan lineup with a 3-car monte: the ILX, TLX, and RLX.

Acura’s resulting product lineup therefore offers cars that are all somewhat between segments: the ILX is, as we noted in our 1st drive of the car, more like a premium mainstream sedan than a true luxury car; the RLX is somewhere between the BMW 5-Series or Mercedes-Benz E-Class the larger 7-Series/Lexus LS. The TLX, then, is somewhat larger than the common midsize luxury mold, a space inhabited by the 3-Series, C-Class, Audi A4, and Cadillac ATS—but smaller and lighter than the next half-step up.

And yet the TLX is priced like the half-step below. Starting at $30,995 for the 4-cylinder, front-drive TLX, and working its way up to the loaded all-wheel-drive V-6 model at $44,700, the 2015 TLX manages to undercut most of the smaller cars even while delivering a competitive—if not quite equivalent—feature package.

But the TLX isn’t really meant to take on the BMWs, Mercedes, Audis, and Cadillacs of the world. Or at least it doesn’t come across that way. The Lexus IS or ES? Sure, those are fair game. Anything from Buick or Lincoln? Easy prey. The top end of the mainstream offerings from Chevy, Ford, Toyota, Nissan, and even Honda? Yep, the TLX will deal handily with those too.

Why is that? Because the TLX’s materials, while nice, don’t shout true premium—certainly not in the way the 2015 Mercedes-Benz C-Class does. The design, from the dual-screen infotainment layout, to the seats, to the rather plain and bleak passenger side of the dashboard, falls short of the style-meets-comfort aesthetic found in the upper end of the class, too. That’s not to say the car truly disappoints in any of those respects; it just doesn’t make as good a 1st (or 2nd) impression.

After a good stint behind the wheel, however, none of that really matters, because you’re still getting an awful lot of performance and luxury in the TLX—it’s just mostly under the skin.

3 core variants of the TLX are available: the 4-cylinder, front-drive base model; the V-6, front-drive step up; and the V-6, all-wheel drive range topper. Our pick of the litter? The front-drive 4-cylinder.

That’s right, the entry point to the TLX range may be the very best version, even though you can’t get all of the premium add-ons you’ll find at the top of the TLX expanse. Why? Because it’s immaculately balanced, supremely chuckable, and still comfortable enough to drive the in-laws to brunch on Sunday.

That 2.4-liter 4-cylinder engine isn’t massively powerful at 206 ponies, but it’s willing, and sounds great when revved out toward the top of the tach. Better yet, it’s mated with a truly brilliant (though counter-intuitive) 8-speed dual-clutch transmission mated to a torque converter. Why a torque converter? Because it completely eliminates all of the lurch and jerk of a traditional dry-clutch arrangement, while delivering all of the crisp upshifts and zingy rev-matched downshifts of the usual arrangement. It’s smart, it’s lightweight, and it just works.

Toss the TLX 2.4 into Sport+ mode via the IDS button, move the gear lever over into manual, and fire off gear changes with the steering wheel-mounted paddles to your heart’s content. It’ll automatically upshift at redline, but it’ll also hold a lower gear if you’re trying to limit torque application coming out of a fast corner. It’s most exactly what you want—and certainly never really objectionable.

But the TLX sings the sweetest when flitting through yumping, curving, switch-backing twists of two-lane. Nestled in the 3,400-pound range, the car feels lighter still, and the brilliant suspension tune leaves the steering feeling taut and accurate (if not quite precise), the car sorted over bumps, flat at the apexes, and ready to leap out of the corners at the top of the four-banger’s abilities. The Precision All-Wheel Steer (P-AWS) system adds to the feeling of nimbleness at lower speeds, and enhances stability at freeway speeds (and higher). P-AWS is standard on the 4-cylinder model.

Step up to the V-6 models and some of that lightweight fling-ability goes away, lost to weight (about 3,600 lbs depending on equipment), but also to the new 9-speed automatic transmission’s vagaries. Still offering Sport and Sport+ modes, and still offering the manual paddle shifters, the 9-speed gearbox’s extra cog does little to improve the experience, while its programming does much to contrast sharply with the refined brilliance of the 8-speed dual-clutch. Shifts are jerky, slow, and lazy; downshifts lack the zing you want to match revs; and when switching from reverse to drive, expect to wait a good 3-5 seconds before anything—anything at all—happens.

With the 290-horsepower V-6, the extra torque also begins to elicit some bad behavior from the front-drive model, spinning the wheels to the point of screechy tires even with traction control on when taking off hard from a stop. While the V-6’s power upgrade over the 4 is noticeable, it’s not massive, and the better-behaved 4-cylinder seems a better match for the TLX’s balanced chassis. Adding Super Handling All-Wheel Drive (SH-AWD) to the V-6 (the only way it’s available) takes away the wheel spin issues, making the TLX 3.5 feel much more sure-footed, but the extra weight (curb weight with SH-AWD sits around 3,750-3,800 lbs) saps acceleration further, leaving it feeling a bit flat.

At the end of a quick six hours in the TLX, covering some 270 miles, we found the car to be a worthy replacement to the previous TL--cabin space is nearly as good as the larger outgoing car’s, thanks to a shared wheelbase--and a marked upgrade from the fun-but-wheezy TSX.

At the upper end of the spectrum—edging into the mid-$40,000s—the TLX begins to look less attractive than some of the available alternatives, particularly the 2015 Mercedes-Benz C300 or C400, but at the entry point, even with all of the available option packages, the roughly $35,000 you’ll spend on a four-cylinder TLX feels like a remarkable bargain, particularly if you like driving a good car quickly. Yes, it’s front-wheel drive, but go drive it before you tell us it’s rear-drive or bust. You’ll be surprised.

TSX69

2015 Acura TLX Beats BMW, Infiniti & Lexus in Road Handling & Comfort

In a recent 280 mile real road conditions driving trial through the wine country of West Virginia, we determined that Acura’s latest offering has a measurable advantage over BMW, Lexus and Infiniti in handling and superior ergonomics driven comfort.

In fact, Acura TLX will change the way that you measure automotive performance.

While that’s a bold statement for any auto reviewer to make, we believe that after comparing the BMW 328 i X-Drive, Infinity Q50 and Lexus IS 250 to the all new TLX, Acura’s newest offering is the winner in several categories.

Superior handling characteristics

2015 Acura TLX is more than a bit impressive in its handling. To date, we’ve yet to drive a stickier entry or mid level premium sport sedan. Offered in 7 models, all standard with smart handling power (P-AWS) all wheel steering, new direct injected engine designs and 8 and 9 speed transmissions, Acura has increased performance while improving fuel economy. While BMW, Infiniti and Lexus performed well in handling, TLX possesses what we’ll refer to as “Flatitude.” While driving TLX, 1 is in total control of the road.

TLX brings to the mid priced premium sport sedan class( base msrp $30,995.) what had previously been reserved for cars costing twice as much. The road stability and driver-wheel connectivity of this car is impressive. 1 can truly feel the road through the very smart electric activated power steering wheel of the TLX. Fit and finish is impressive, interior space and ergonomics, superior.

How’d Acura perfect handling and torque transference in TLX?

Acura engineering has increased the flex rigidity of the frame, crumple zone, added sound deadening to previously hollow body members while increasing suspension dampening and road noise isolation. They’ve put the development time and cost in the TLX where it most matters, where the tires meets the road. Granted, our pre-production mule was effectively new, nonetheless, we were duly impressed by the rigidity, quiet and cabin comfort of the TLX.

Acura has reinstated the “door thunk” in the TLX. 1st impression is 1 of quality. TLX is measurably superior to the competition in road-bounce recovery, downhill nose dive, braking and acceleration recovery. It swoops out of a turns without noticeable side sway. Suspension dampening eliminates squirreliness, while reducing body mass rebound. Brake fade? none.

We discover that In the 3.5 liter SH-AWD premium sports sedan, Acura engineering has all but eliminated the negative attributes of front wheel drive. We noted 0 torque pull to the right on take off. This is a big deal for drivers that prefer the performance attributes of a rear live axle. In the TLX the difference is negligible. Through “torque vectoring” TLX sends torque transference to the wheel where it’s most need. You can watch the car do so via dash monitor. However, you won’t sense the change while driving, its seamless.

The annoying torque pull associated with all performance front wheel drive systems is gone.

According to Acura engineering, TLX is a car of many 1sts. Lowest wind resistance in class, shortest braking distance, superior suspension dampening, class leading cabin sound deadening, road vibration isolation and lowest base msrp in class.

Less noise less driver fatigue.

We couldn’t agree more, from where we sat, this car’s interior noise level is a bit unsettlingly quiet, you can hear your own heart beat.

In-fact, other than a barely detectable intermittent rear tire bump (very rough roads) and minor mirror wind noise; there was none. Speaking at a low decibel in the TLX is effortless.

Stability through superior engineering.

Handling attitude of the TLX is a flat plane trajectory. We launched the test car several times(oops) on the backroads of West Virginia. We noted zero brake and shock fade. When pulling the TLX through several “S” turns under heavy braking and follow through acceleration, the TLX in all variants performed flawlessly.

Pilot and passenger cabin ergonomics.

We were blown away by the interior cabin volume exhibited by the TLX. Once again Acura and Honda engineering has manifested a superior ergonomic dictated driver placement and passenger seating that logic dictates would not fit within the confines of the TLX.

The seats are exceptionally comfortable. Acura has removed the hard hip bolstering while retaining seating position control and grip. After 6 hours of pushing the TLX through its paces, this reviewer walked away unusually refreshed. The TLX SH-AWD V6 with advanced package (base msrp $42,500.) comes standard with a 10 way adjustable, heated driver’s seat, the passenger gets 8.

Leg, shoulder and hip room is more than ample for this 6’ 5” reporter. Yet, adjusted with ease and comfort for our 5’8” co-driver. Visibility afforded from the cab is superior, controls, gauge and touch screen monitor is well placed with 1 exception.

We found the positioning of the drive mode toggle(IDS) to be less than intuitive, thus a bit distracting and clumsy. Offering four drive modes, the IDS toggle is positioned below the drive button on the center shift console. locating the toggle while driving requires a shift of the eye off of the road. We believe that the driving mode selector should be placed on the wheel, or voice activated.

In segment #2 of our Torque News review, we’ll cover the engine, drive train and electronics of the all new 2015 Acura TLX. Keep posted and thank you.

KeithL

Ditto. I think they are missing an opportunity to get more sales.

Civic2TSX

I would be on this list now for an i4 Advance. Hopefully we'll get one MMC, if not before.